Device for driving internal-combustion engines.



K. STEINBEC'KER.

DEVICE FOR DRIVING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. 14. 1913.

1,235,61 1 Patnted Aug- 7,1917.

4 SHEETS-SHEET K. STEINBECKER.

DEVICE FOR DRIVING INTERNAL COMBUSTION ENGINES.

APPLICATION EILED'OCT. 14. I913.

1,235,61 1, Patented Aug. 7, 1917.

4 SHEETSSHEET Z.

K. STEINBECKER.

DEVICE FOR DRIVING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. 14. 1913.

1 ,235,?) 1 1 Patented Aug. 7, 1917.

4 SHEETSSHEET 3.

gagged AWE K. STEINBECKER.

DEVICE FOR DRIVING INTERNAL COMBUSTION ENGINES.

I APPLICATION FILED 0CT-14q1913v 1 235,61 1 Patented Aug. 7,1917.

4 SHEETS-SHEET 4.

. I he STEINBECKER, OF CHARLOTTENBURG, NEAR BERLIN, GERMANY.

DEVICE FOR DRIVING INTERNAL-COMBUSTION ENGINES.

' Specification of Letters Patent.

3 Patented Aug. 7, 1917.

Application filed October 14, 1913. Serial No. 795,164.

'. To all whom it may concem:

Be it known that I, KARnSTmnBnoKnR, subject of thevGerman Emperor, residing at Charlottenburg, near. Berlin, Germany, have invented new and useful Improvements in Devices for Driving Internal-Combustion Engines, of which the following is a specification.

The present invention relates to the driving of internal combustion enginesin which, shortly before the end of the compression stroke and at the beginning of the expansion stroke, the fuel is brought into the nozzle,

I in the form of a narrow neck, of a. retort which is in permanent connection with the working cylinder, and the relatively small stream or volume of fuel within the narrow neck may be cooled as equitablyas'possible.

' The purpose of this arrangement is to generate in the retort a very powerful auxiliary explosion so that the fuel is as perfectly as possible dispelled to the cylinder and burnt. The present invention perfects this method of worln'ng in several respects. Firstly, the cooled fuel which is to be fed into the neck of the retort is forced in a sloping or tangential direction against the wall of the nozzle, and the nozzle is formed as a double injection channel, which, with the same sectionon both sides, has such a length that the fuel is accelerated to the speed of the flowing gases as far as the outlet end, in order to obtain in both directions the highest attainable outlet and dispelling energy. Then the cooling-extends in a special'manner to the nozzle and to a part of the retort. Further, other means are provided in order to completely prevent the drippingof the fuel out of the pressure piping-and thus the. harmful pre-ignition in the retort. Finally,

means are provided that-even when starting,

a powerful auxiliary explosion takes place by means of a flame jet operated by hand,

oxygen being preferably introduced or by means of a substance containing oxygen.

In the drawings- Figure 1 is a longitudinal section of a device constructed in accordance with the present invention;

Fig. 2 is a detail longitudinal sectional view on an enlarged scale;

Fig. '3 is a lo udinal section of a slightly modified construction, and

Figs. 4, 5, 6, 7 and 8 are similar views of still further modificat ions.

As shown in Fig. 1, the working cylinder a is in permanent connection with the retort 6 through the nozzle channels 0. On the upward stroke of, the piston the air is com-' pressed above the self-igniting temperature of the fuel: part of same. going to the retort.

If now toward the end of the compression stroke the fuel isdistributed through the channels d and 6 into the channel 0, then the first fuel particles are taken along to the retort, are ignited in thehot air and the consequent increase of pressure drives the re-v mainder of the fuel into the cylinder, where it is likewise burnt by self-ignition. The

combustion both in the retort and in the cylinder is therefore eflected by self-ignition. It is now of decisive importance that the air should be burnt out of the retort as completely as possible, so that a sufliciently large spraying or dispelling energy is attained. Now the fuel is, however, vaporized and burnt as soon as it comes in contact with the current of air in the channel or the air in the retort. It must be added that the highly overheated combustion gases of the retort heat the channel which they flow through and also the retort walls to a temperature which is several timesthat of the self-igniting temperature of the fuel.

From this it results that the fuel cannot find its way in suflicient quantity into the retort, because the first fuel particles which burn in the'channel and at the opening to the retort produce an immediate increase of pressure so'that the gases are forced back too early to the cylinder thus preventing a sufllcientg quantity of fuel reaching the retort. It is therefore of the greatest importance to drive the fuel in such quantities into the hot air of the retort and to mix it with same before self-ignition occurs, that on the self-ignition and reversal of direction massor specific weight of the fuel is much is injected directly opposite to-the flow of 1 greater than that of the flowing gases. The energy is determined, however, by mass and velocity. The energy of the fuel can therefore be quite considerable in comparison with the energy of the gases. If the fuel were injected opposite to the direction of the gases or transverse to same then its own energy must firstly be entirely destroyed and the fuel accelerated afresh. By this means, however, the energy of the gasesv is considerably reduced, so that the fuel is not driven far enough into the retort before self-ignition takes place, although in this case an extremely good spraying is obtained, but this does not come into question for the first part of the working cycle because in the small retort space there exists the'most vio-' lent eddies which, on theself-ignition and reversal of movement taking place are still further increased. For this part it "is only important that the fuel should be present in suflicient quantity everywhere in Jthe retort.

In the second part of the working cycle, the spraying toward'the cylinder, the, fuel gas. As in this-case the fuel must be distributed into a large space a perfect spraying is necessary. As, however, during the first part of the working cycle a suflicient strength has been given to the auxiliary explosion, there is sufficient energy at disposal for the spraying or dispelling and distribution of the fuel to the cylinder.

The fuel can be injected directly toward the retort or in a direction sloping or tangential against the walls. It can during this operation be led directly into the channel itself.

Instead of the one fuel channel 0, several such canals may be arranged in the circumference of the main channel 6.

It is now of the greatest importance, that the fuel arrives in the channel not only in the exact intended time, but it must be taken along by the current at that moment in which it enters the channel, which. current takes it either to the retort or to the cylinder, because each fuel particle which remains in the channel would disturb or render impossible the working process. If now, during the compression stroke in which only pure air should be fed to the retort, fuel were taken along which had remained in the channel from the foregoing working cycles, then the auxiliary explosion in the retort would occur at the wrong time, so that the working fuel would find no spraying or dispelling energy or only an insufficient quantity. If now on the other hand, a correctly timed auxiliary explosion being presumed, the working fuel is sprayed too late to the working cylinder, then the oil in the cylinder will also be delayed in its combustion and with, a bad efliciency.

, of energy w 11 in the proper "proportion. The

retort b and the cylinder at has the form of a cylindrical tube in whose center, say at e, the fuel is injected. The current of gas, which first flows from the cylinder to the retort, and after the auxiliary explosion from the retort to the cylinder, may be imagined as a number of parallel currents of equal velocity (Fig. 1) as a conversion of the excess pressure into velocity takes place at the entry to the channel.

If now a dro of fuel is inserted into the channel F ig; then at this point the channel'will be'fxcoiistricted and the conversion Y be transferred from the entrance-totil ie l iannel to this narrowest point 7 ressure in the channel behind the drop of fhel hereby drops from p, to 19 If the drop has the sectional area f, then it is accelerated toward the retort or toward the cylinder with the.

force (;0 ;o f. In order, however, that the drop of fuel may assume the velocity of the flowing gases, the acceleration must be effected during a determined period and for a determined length of path. This is attained by the channel having a determined length and a constant or nearly constant sec tional area. By this means the fuel, as far as the opening of the channel, remains under the accelerating effect of the gas current, for if the drop of fuel or a detached part of same were to remain attached to the wall on its passage, then there would immediately be caused at this point a reduction in area and consequently an immediate pressure action on the drop.

If the channel were to be reduced or increased'in diameter toward the end, then the fuel wouldonly be completely gripped by the current of air at the narrowest point. A larger portion of the fuel would be forced sidewise and come too'late or. not at all into the current of air so that the working process would be impossible. w

According to the present invention, by means of the formation of the channel as a double-ended injection channel with constant or nearly constant area and of such a length that the fuel attains the requisite outlet velocity, is the action attained.

The two branches of the channel need not necessarily liein one axis or direction.

The form of the channel section is determined by the form of the combustion space. If, for instance, the combustion chamber is of disk shape into which the fuel is injected sidewise, then the channel will expand toward the cylinder in order to obtain a 7 flow through the channel, the channel and broader stream. It is essential, however, that the sectional area remains constant and the alteration i gradual so that the-stream of gas may adapt itself to same. It has in the foregoing been presumed that the gas stream consists of a number of streams of smaller diameter (of a bundle of current threads) which have equal velocity. This assumption is only true for the ideal case of frictionless walls. As a matter of fact the friction of a wall has a delaying effect upon the outer current threads, which effect is the greater the rougher the wall. Consequently the smallest fuel particles can remain attached to the walls as soon as their power of adhesion is greater than the force This undesirable effect is obviated by the Walls of the retort having a smooth polished surface, being-provided with a glaze, 'a coat of enamel, an electrolytic metallic coating or the like.

. The inventive idea disclosed at the commencement, to obtainas powerful a spraying or dispelling energy as possible by the fuel being injected toward the retort so that before the self-ignition occurs said fuelhas penetrated as far as tpossible into the retort, can now be more per ectly carried'into efi'ect.

By .means of the combustion in the retort and in the workin cylinder and further on account of the fact that the highly overheated combustion gases constantly the retort are heated far beyond the permissible temperature. As soon therefore, as the fuel enters into the channel and the beginning of the retort, thecombustion and the pressure-increase begin and the reversal of the flow of current prevents the entry of a sufficient quantity of fuel intouthe retort.

This pre-ignition is prevented according to the present invention, and a powerful auxiliary explosion is obtained, by the chan-. nel e (Fig. 1) being cooled to such an extent by the circular space f and the neighboring retort wall at 9, that the fuel enters the channel and the entrance to the retort in liquid form. Between this taking place and the vaporization of the fuel there exists such a period that the fuel can As the possibilit of carrying the process into effect is depen ent upon the certain selfignition, the air when starting the machine mustbe so hot when arriving in the aux iliary space, that the self-ignitlon is insured. As the cold metal parts of the retort and of the channel absorb a fairly large quantity of heat from the air, the igniting capability would be very doubtful, if these parts Were to be cooled when starting. The cooling medium, water, mercury or the like, is therefore replaced by a heat-insulating material, for instance, air. This is preferably effected in such a manner that when starting, the feed piping for the cooling medium is shut off, while on the other side there is free exit from the cooling space so that this space is filled with air which acts as a heat-insulating material. In Fig. 1 an automatic overflow for effecting this freev exit is illustrated. The water which flows out of the cover at z arrives partly through the overflow k to the cooling space 9 of the retort and of the channel f from whence it can flow out freely through Z. As soon therefore as the cover cooling device is shut off, the water flows away from this piping, as the piping at m is open to the atmosphere, and these spaces are filled with air. When the main cooling system is again put into action afterthe machine has started, these spaces are filled with water throu h the overflow and in. order to obtain e cient cooling or insulation, the walls of the nozzle channel are made as thin as possible.

For fuels which vaporize and burn with different degrees of difliculty, the moment is determined by correspondingly adjusting the cooling device, at which the self-ignition takes place, and consequently also the amount of spraying or dispelling energy.

Under certain circumstances, when the hot air from the working cylinder is cooled to such a large extent on entering the retort channel that a pre-ignition in the channel or entrance of the retort is prevented, an undesirable further cooling of the air takes place by the injected fuel, because the vapor- 1zing heat of the fuel is very great in comparison with the quantity of heat which this weight of air can give off. Care must be taken that the takingaway of heat from the air above all takes place at .the entrance of the cooled channel before the pressures and the temperatures have been converted into velocity. In the channel itself where a conversion into velocity takes place, the temperatures are relatively low. High tem peratures do not exist until the middle part of the retort has been reached where the velocity is again converted into pressure and temperature, but which higher temperatures are brought to the correct temperature by cooling-the retort.

The.

fuel will therefore for the greater part enter the retort in liquid form and, in consequence, of the alteratio ns in veloclty will partly condense to drops of liquid which are then difficult to vaporize and spray or dispel. quantity 'of fuel must arrive in the retort in order to at least use up the air in the same. As now the retort can empty itself through the channel only by expansion, there remains in the retort residue of burnt oil vapors which in the next cycle mix with fresh air and ignites in the rear portion of the retort which is above the self-ignition flowing over mlxture of oil and air, in the 'rear part of the channel and in the front part of the retort, by these parts being raised to the necessary temperature which of course lies below that of self-ignition.

As shown in Fig. 3 this is effected, for example, by the parts a being maintained below the self-igniting point. The retort is greatly heated by the combustions in the retort, whereby the most preferable temperatures can be secured by the flow of heat to the cooled portions, for example, by the cooling ring 9, Figs. 3 and 4, in the middle part of the retort being more or less raised. The cooling ring may be divided or the cooling medium made hotter or colder. By this means it is possible to adapt the heat temperatures for oil to the most variable vaporizing heats. In those motors in which the flow of heat is greater than the heat conveyed from the retort, for example, in slow running four-stroke engines, these parts must as a matter of fact be heated. This is effected for example, as shown in Fig. 4, in which the upperpart of the channel is surrounded by a circular space 0 with preferably thin walls, which is'connected with the working cylinder through the channels and 7". These parts are preliminarily heated by the compression heat from the working cylinder before the injection of the fuel begins.

These parts may of course be kept at the requisite temperature by other means, for example, by means of heat-insulating material.

In the arrangement illustrated, there are two cooled parts, viz., the entrance to the channel and the middle part of the retort, and two heated parts, viz., the rear portion Consequently an excess injected oil without any residue and dispels same, and by the overheating in the rear portion of the retort the self-ignition is effected with certainty as soon as the intermixing is complete.

It is important to generate as powerful an auxiliary explosion as possible and an essential condition to this end is that the fuel is injected at the exact moment intended. Itis, however, a peculiarity of those working methods which work without injected air, that the fuel in the pressure piping is closely contiguous to the channel or working cylinder and that it drips out of the piping at the wrong time and under the influence of the hot flowing gases and their suction action. Even when the channel is carefully cooled and limited to the smallest volume, this unfavorable action cannot be entirely prevented, especially as in consideration of the quantitv of fuel to be injected, a certain pipe diameter is necessary.

The invention overcomes these difficulties by the fuel being expelled from the front end of the pressure piping after each injec tion so that even under the influence of great heat or pressure variations, the fuel can no longer drip out of the piping.

This method of working is attained, for example, as shown in Fig. 1 by the throttle bore .9 branching off from the front end of the pressure piping 03 through which throttle bore the fuel remainder is blown back into the fuel receiver. The adjustment of the throttling is effected by the throttle screw t.

'In place of this latter a valve u may be provided, as shown in Fig. 5, which shortly after completion of the injection is operated by the lever 22 and cam '10.

A similar effect is obtained as shown in Fig. 6 by the fuel plunger m itself sucking back a portion of the quantity of oil in the pressure piping, said plunger pushing open the pressure valveytoward the end of a pressure stroke, so that on the immediately following suction stroke the fuel flows back to the pump until the pressure valve is seated on its seating. The plunger and its controlling 'mechanism must, however, be adjusted exactly to the position of the pressure valve.

Fig. 7 shows the most simple solution of this difliculty. The pressure valve y is provided at z with a piston which is ground for a. certain length in its guide. As soon now as the pump feeds, the pressure valve is raised from its seating until the ground-in piston has emerged from its guide. From then onward the fuel can flow freely past the piston to be injected. After the injec-.

valve sucks a quantity of fuel back from the piping which corresponds to the volume of the ground-in piston. This back-suction is assisted by the strong gas pressure in the retort which in this moment presses on the column of fuel. The position of the plunger is thereby perfectly independent of the po sition of the valve. The opening and closing of the plunger iseifected to a certain extent by the form of fuel and thus, independent of the load, etc., drawing back the excess fuel lying Within the supply pipe after an explosion.

The means hereinbefore characterized v serve during the normal working of the machine to attain a powerful auxiliary xplosion in the retort and thus a good dispersion to the working 0 linder. The following improvement has or its object to generate a powerful auxiliary explosion of this kind even when starting the cold engine.

I As engines of the type under consideration require a high degree of compression in order to attain the required igniting heat, it is impossible to crank-over the engine by hand against compression. If the compression is highly reduced, then the self-ignition temperature of the fuel will not be reached and the engine will not start.- It must also be added that the cold cylinder Walls take heat from the compression air. In the so-called incandescent-head motors, the incandescenthead is heated from the outside to such a temperature that on starting the engine the self-igniting temperature will be attamed. The heating of such a large portion of the engine is, however, extremely inconvenient.

The present invention obviates these difiiculties by a hot flame jet bein ignited immediately in the working cylin er or in the retort which flame heats the compresslon air to such an extent that on the fuel enter ng self-ignition takes place and the machine starts.

It is of importance that the flame is continued until the self-ignition temperature is 'with certainty attained.

In Fig. l and to a greater scale in Fig. 8 the invention is illustrated by way of example.

In the retort b is a heating cartridge A, preferably composed of gunpowder although any other suitable material may be ,used

' pression stroke.

which is insertedby means, for instance, of bayonet or eccentric securingdevice as illustrated. At the front end it isiprovided witha'n igniting mass B which o "contacting with the point a" ignites'th'e cartridge. The contacting is effected by hand or automatically from the outside by means of the striking bolt D. T i i As the local'h'eating bymeans of the flame is of importance in .this process, it is p'referable to surround the cartridge by a heatinsulatingbody of corresponding shape, which rapidly absorbs the heat and retains same; for instance a cartridge may be inserted into the incandescent tube.v

Driving oils which have a high self-igniting temperature possess, however, the property that at or near atmospheric pressure they are with difiiculty ignited, for instance under thelow compression when cranking up, even-with a hot flame and further, the combustion proceeds slowly and imperfectly. The energy generated is scarcely sufficient to carry the machine over the first fullc0movercome by oxygen or a substance containing oxygen is fed to the heating flame in such quantity and in such proportion that a strong auxiliary explosion iswith certainty attained. Any suitable means for this .pur-

pose may be employed. In the' presence of oxygen or a sub-stance which contains the former to a certain degree of superfluity, oils of the kind under consideration will burn even with normal pressures and normal commencing temperatures. On the other hand by means of a corresponding determined and added quantity of oxygen, theoxygen of the air in the cylinder is increased to such an extent that the desired explosive energy can be reached. In order to prevent too sudden ignitions, the oxygen must be added in the correct quantity and at the right time and in the correct dilution. l

The oxygen or the substance containing same can be inserted simultaneously with tained oxygen is forced through the retort toward the channel. If fuel is simultaneously injected, particles of fuel and oxygen meet together and are ignited by the flame. The consequent explosion disperses the. oxygen and the remainder of the fuel together H0 These disadvantages are 90 with that in the cylinder whereby also in 7 this latter a powerful explosion is caused.

Having now described my invention what I claim as new and desire to secure by Letters Patent is I 1. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow passage connecting the cylinder and the retort, and means for' introducing fuel directly into the said narrow passage in the direction of the retort during the compression stroke.

2. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow passage connecting the cylinder and the retort, and means for introducing fuel directly into the said narrow passage at an inclination thereto and in the direction of the retort during the compression stroke.

3. In an internal combustion engine, the combination with a power piston and cylinder of a retort constituting an auxiliary combustion .chamber' and having a relatively narrow inlet in constant communication with the cylinder, means for introducing fuel into the retort during the compression stroke, means for cooling the central part of the retort, and means for heating the upper part of the retort.

4. In an internal combustion engine, the combination with a power cylinder and piston of a retort having a relatively narrow inlet in constant communication with the cylinder, means for introducing fuel into the retort during the compression stroke, and starting means for producing a jet flame in the retort to unite the fuel therein and heat the retort.

5. In an internal combustion engine, the combination with a power piston and cylinder of a. retort having a relatively narrow inlet in constant communication with the cylinder, means for introducing fuel into the retort at the said inlet during the compression stroke, and starting means for producing a jet flame in the retort and for simultaneously supplying oxygen to the retort. I

6. In an internal combustion engine, the combination with a power piston and cylinder of a retort having a relatively narrow inlet in communication with the cylinder, means for introducing fuel into the retort at the said inlet during the compression stroke, and starting means at one end of the retort for producing an ignitlng and heating-flame in the retort.

7. In an internal combustion engine, the combination of a power piston and cylinder of a retort, a relatively narrow channel connecting the retort and cylinder, said chanfiel having smooth glazed inner walls, and means for introducing fuel directly into said channel during-the compression stroke.

8. In an internal combustion engine, the I combination of a power piston and cylinder of a retort, of a relatively narrow passage connecting the retort and cylinder, said passage being of substantially the same cross sectional-area throughout its length, a fuel conduit leading into said passage at an inclination thereto in the direction of the retort, and means for supplying fuel to said conduit.

9. In an internal combustion engine, the combination of a power piston and cylinder of a retort, a relatively narrow chamiel connecting the retort and cylinder, means for introducing fuel into said channel during the compression stroke, in combination with means for cooling a part of the channel and the intermediate part of the retort, and means for maintaining the upper part of the retort at a temperature above the self ignition temperature of the fuel.

10. In an internal combustion engine, the combination of a power pistbn and cylinder of a retort, a relatively narrow channel connecting the retort and cylinder, means for introducing fuel into said channel during the compression stroke, in combination with means for cooling a part of the channel and a part of the retort, and means for maintaininga part of the retort at a temperature above the self ignition temperature of the fuel, said last mentioned means comprising a heat insulating body associated with the retort.-

11. In an internal combustion engine, the combination of a power piston and cylinder of a retort, a relatively narrow channel connecting the retort and cylinder, means for introducing fuel into the said channel during the compression stroke, means for cooling the lower part of said retort to maintain the same below the self igniting temperature, and means for maintaining the upper part of the retort above the self ignition temperature of the fuel.

12. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow channel connecting the retort and cylinder, means for introducing fuel into the retort during the compression stroke, a jacket for said channel, means for supplying air to the said jacket upon the starting of the engine, and means for supplying a cooling medium to the jacket when the engine is running.

13. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow channel connecting the retort and cylinder, means for introducing fuel into the channel during the compression stroke, means for cooling the entrance to the channel and the middle part of the retort, and means for maintaining the rear portion of the channel and the forward portion of'the retort at high tem- 13o der of a retort, a relatively narrow channel connecting the retort and cylinder, means for introducing fuel into the channel during the compression stroke, means for cooling the entrance to the channel, and means for heating the rear portion of the channel entirely surrounding the same, said last mentioned means including a jacket extending adjacent said portion of the channel and in communication with the cylinder.

15. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow passage connecting the cylinder and the retort, a fuel conduit leading to said passage, means for injecting fuel through said conduit to the said passage during the compression stroke? and for withdrawing surplus fuel from th' said fuel conduit.

16. In an internal combustion engine, the

I combination with a ower cylinder and piston of a retort having a relatively narrow inlet in communication with the cylinder, means for introducing fuel into the retort during the compression stroke,, and means located at one end of the retort opposite the said inlet for producing a jet flame in the retort and for simultaneously supplying oxygen to the retort for heating the same.

17. In an internal combustion engine, the combination with a power piston and cylinder of a retort, a relatively narrow passage connecting thecylinder and the retort, a fuel conduit leading to the said channel, means for feeding fuel to the fuel conduit and for withdrawing surplus fuel from the fuel conduit, said means including a fuel supply and a pump connected with the fuel conduit and said supply.

18. In an internal combustion engine, the combination with a. power cylinder and piston of a retort having a relatively narrow inlet in communication with the cylinder, means for introducing fuel into the retort during the compression stroke, said retort being provided with started means for igniting the mixture in the retort, and const1tuting a preliminary heating means for the retort.

19. In an internal combustion engine, the

. combinationwith a power cylinder and piston of a retort, a relatively narrow inlet in communication with the cylinder, means for introducing fuel into the retort during the compression stroke, said retort having means for receiving a starting cartridge.

.20. In an internal combustion engine, the combination of a power cylinder and a piston, of a retort having communication with the cylinder, means for introducing fuel into the retort, and means for producing a combined igniting and heating flame in the retort for the starting of the engine.

21. In an internal combustion engine, the combination of the power-cylinder and piston, of a retort having a communication with the cylinder, means for feeding fuel to the retort and means for producing a jet flame for heating the retort for starting of the engine.

22. In an internal combustion engine, the

combination of a power-cylinder and its piston, of a. retort, a communication between the cylinder and the retort, means for introducing fuel into the retort during the compression stroke, the said retort having a seat adapted to receive a starting cartridge, and means for igniting said .cartridge.

23. an internal combustion engine, the combination. of a power-cylinder and its piston, of a retort, a communication between the cylinder and the retort, means for introducing fuel into the retort during the compression stroke, the said retorthav- .ing a seat adapted to receive a' starting cartridge, and means for igniting said cartridge comprisin a striking point associated with the englne and adapted to engage the cartridge.

24. In an internal combustion engine, the combination of a power-cylinder and its piston, of a retort, a communication between the cylinder and the retort, means for introducing fuel into the retort having a seat during the compression stroke, the said retort adapted to receive astralght cartridge, and means for igniting said cartridge,'comprising a reciprocating striking point, for engagement with the cartridge, an operating handle for actuating said striking. point. I

25. In an internal combustion engine, the combination with a power piston and cylinder, of a retort, a passage connecting the cylinder and retort, a fuel conduit leading to the retort, pump actuated mechanism for injecting fuel through the said conduit into,

the retort, said pump actuated mechanism also withd'rawing the surplus fuel from the conduit.

26. In an internal combustion engine, the

combination with a'power piston and cylinder, of a retort, a-passage connecting the cylinder and retort, a fuel conduit leading ,to the retort, means for injecting fuel through the said conduit into the retort,

fuel to the retort, and a jacket having passages therein surrounding the channel, means for supplying air to the jacket for heating the channel Walls upon the starting of the engine, and means for supplying a cooling medium to the jacket after the channel has become heated.

In testimony whereof I have signed myname to this specification in the presence of two subscribing Witnesses.

KARL STEINBECKER.

Witnesses:

HENRY HAsPER, WOLDEMAR HAUPT. 

